Seating system and method for making the same

ABSTRACT

An improved seating system that includes a seat back assembly ( 10 ) that is fabricated to include a seat back ( 12 ) with first and second wall portions ( 14,16 ), and which may include an integrated reinforcement structure ( 18 ). The seating system is capable of either or both of withstanding without rupture at least about 11000 Newtons in the direction in which the seat back ( 12 ) faces in a plane, parallel to the longitudinal centerline of the vehicle or, upon rapid acceleration up to at least about 20 g, substantially no fragmentation of the seat back with at least a 30 kg mass placed behind the seat back.

CROSS REFERENCE TO RELATED APPLICATION

[0001] The present application is a continuation in part application,which claims the benefit of the filing date of commonly owned,co-pending provisional application Serial No. 60/208,694 (filed Jun. 1,2000) and No. 60/243,012 (filed Oct. 24, 2000), the teachings of whichare hereby expressly incorporated by reference for all purposes.

TECHNICAL FIELD

[0002] The present invention relates to an improved seating system, andmore particularly to an improved system for automotive vehicle seating.

BACKGROUND

[0003] There is an ever-growing need for improved seating systems inautomotive vehicles. The surge in popularity of hatchbacks, sportutility vehicles and minivans, has posed unique design challenges, inview of the need for seating to be adjustable and in many instances torestrain cargo carried toward the rear of the vehicle. In light of theincreased consumer usage of these vehicles for stowage and transport ofcargo along with passengers (particularly passengers in rear seats),manufacturers have turned their attention to improving the ability ofthe seating systems to withstand large loads.

[0004] One approach has been to develop improved systems fortransmitting loads to the seat tracks of vehicle seating assemblies. Agrowing number of applications, however, employ attachment of seatingcomponents directly to the vehicle body in white for load distributionto the body in white. For the improved seat track technology to beviable in the latter applications, it would require substantialmodification, which is believed would unduly complicate themanufacturing procedures, require the development of expensive newprocessing techniques, or add substantial weight to the vehicles.Accordingly, there is a need for an improved, readily manufacturedseating system that is capable of meeting vehicle manufacturer designcriteria and government standards for vehicles, and which can beefficiently and conveniently adapted for use in a variety ofapplications including those involving seat track load distribution,body in white load distribution or both.

SUMMARY OF THE INVENTION

[0005] The needs in the art are met by the automotive vehicle seatingsystem of the present invention, which includes a molded plastic seatback having a first wall portion, an opposing second wall portion andone or more reinforcement structures disposed therebetween. An assemblyis provided for receiving the seat. Advantageously, the seating systemupon rapid acceleration up to about 20 to about 30 g, no fragmentationof the seat back with at least a 36 kg mass placed behind the seat back.The system is easy to manufacture and will not add substantial weight tothe vehicle as compared with other commercial seating systems.

DESCRIPTION OF THE DRAWINGS

[0006]FIG. 1 is a perspective view of a seatback assembly;

[0007]FIG. 2 illustrates a sectional view of the seatback in FIG. 1;

[0008] FIGS. 3A-I illustrates examples of alternative seatbackintegrated reinforcement structure components and patterns;

[0009]FIGS. 4A and 4B are perspective views of illustrative seatbackassemblies;

[0010]FIG. 5 is a perspective view of one preferred hinge structure;

[0011]FIG. 6 is a perspective view of another preferred hinge structure;

[0012] FIGS. 7A-7D illustrate examples of alternative hingeconfigurations;

[0013] FIGS. 8A-D illustrates examples of alternative hinge bracketconfigurations;

[0014]FIG. 9 is a perspective view of a striker assembly;

[0015] FIGS. 9A-9D illustrate examples of seat back reinforcements;

[0016]FIG. 10 illustrates a sectional view of a preferred;

[0017] FIGS. 11A-11F illustrate examples of alternative striker assemblyconfigurations;

[0018]FIG. 12 illustrates a perspective view of another exemplary seatback structure;

[0019]FIG. 13 is an elevation view of a seat back assembly;

[0020]FIG. 14 illustrates an example of an alternate pivotal mountingconfiguration;

[0021]FIG. 15 is a perspective view of an exemplary seatback assembly;

[0022]FIG. 16 is a perspective view of another exemplary seatbackassembly; and

[0023]FIG. 17 is a perspective view of a seatback assembly illustratingassociated components.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

[0024] Referring to FIGS. 1 and 2, the present invention is premisedupon the development of an improved automotive vehicle seat backassembly 10 having a molded plastic seat back 12 including a first wallportion 14 and an opposing second wall portion 16 (which wall portionsmay or may not be integrally formed) and one or more integratedreinforcement structures 18 disposed therebetween. A hinge assembly 20is employed for pivotally anchoring the seat back 12 to an automotivevehicle. The hinge assembly 20 includes a receiving portion 22 forsecuring the seat back to said hinge assembly, and a mounting portion 24for securing the hinge assembly to the vehicle. A retention mechanism 26is employed for maintaining the seat back in a generally uprightposition. The hinge assembly 20, retention mechanism 26 or a combinationof the two effectively define an assembly for attaching the seat back 12to the vehicle and anchoring it to one or more body in white portions ofthe vehicle.

[0025] As used herein, and illustrated in FIG. 2, by reference to anexemplar molded section 28, the phrase “wall stock thickness” or “wallthickness” shall refer to the dimension (T_(w)) between a first surface30 and a second surface 32 of a wall, such as first wall 34. Moreover,the phrase “part section thickness” or “section thickness” (T_(s)) shallrefer to the dimension between the first surface of the first wall andan outwardly disposed surface 36 of a second wall 38, if cut by anintersecting plane.

[0026] The phrase “integrated reinforcement structure” shall refer to alocation where, as shown in FIG. 2 the first wall 34 and second wall 38of a molded component are joined, enlarged or reduced in wall thickness,section thickness, or otherwise configured to effectively create abeamed structural section for creating a locally modified bending momentor otherwise imparting additional rigidity, toughness or impactresistance to a seat back assembly.

[0027] By way of further reference to FIG. 2, various differentstructural configurations are shown, one or more of which can beemployed in the design of seat backs for the present invention. One suchconfiguration includes a tack-off 40, having a plurality of walls 42(shown optionally in contact with the wall 38) that are spaced apart toeffectively define a beam structure. Another illustrative configurationincludes a tack-off 44 having a plurality of adjoining walls 46 incontact with each other. Yet another illustrative configuration includesa single wall rib 48, which can be formed, for instance, by employingone or a plurality of movable inserts in the tooling during forming.Still another configuration may include an enlarged rib 50 (i.e. havingan enlarged portion on one or more of its sides) or some other likeconfiguration. Another configuration includes a wall portion 52 that hasa different wall thickness relative to an adjoining wall portion.

[0028] As discussed previously, the present invention contemplates theuse of integrated reinforcement structures for imparting additionalrigidity, toughness or impact resistance to a seat back assembly, orotherwise locally modifying the bending moment of a structure. While avariety of structures may be employed for this purpose, the mostpreferred structures are selected from ribs, tack-offs or a combinationthereof.

[0029] Advantageously, in one preferred embodiment in which the seatback is blow molded, integrated reinforcement structures 18 areintegrally formed during the molding process. By way of illustration, aseat back is fabricated by blow molding, pursuant to which a parison isplaced in a cavity of a first tool adapted for defining the shape of aseat back. The parison is heated to a suitable temperature (e.g., forthe preferred materials described hereinafter) from about 100° C. toabout 400° C., and more preferably about 225° C. to about 300° C. toinduce plasticity. A gas is injected into the parison to cause expansionof the parison within the tool cavity and the formation of generallyopposing spaced apart first and second wall portions. At or after theexpansion occurs and while the material remains in its plastic state,the first or optionally a second tool is brought into contact with oneor both of the walls and deforms each contacted wall in the direction ofthe opposing wall. In one embodiment, the opposing walls remain spacedfrom each other. In a more preferred embodiment, the walls are broughtinto contact with each other and remain in contact by this deformationstep, thereby forming a tack-off. It will be appreciated that the effectof forming each tack off is to form a structure having wall portionsthat project away (e.g., as ribs) from the wall portions from which theyare formed.

[0030] As illustrated in FIGS. 2 and 3, assuming an x-y-z orthogonalcoordinate system, the section and wall profiles vary generally in atleast one axis, e.g., in the z direction, to define individualintegrated reinforcement structures. The section or wall profile mightalso vary in either or both of the x direction (i.e. cross car) or ydirection (i.e. generally vertical in the seat's upright position) foran individual integrated reinforcement structure. In general theindividual integrated reinforcement structures are made up of componentsthat are vertically oriented (i.e. in the y-direction), horizontallyoriented (i.e. in the x-direction), of a predetermined geometry, or acombination of some or all of these. A grouping of a plurality ofindividual integrated reinforcement structures constitutes an“integrated reinforcement structure pattern.” A seat back 12 may includeone or more patterns 54.

[0031]FIG. 3 illustrates examples of various alternative predeterminedgeometric configurations for individual integrated reinforcementstructures 18. FIG. 3 also illustrates examples of various integratedreinforcement structure patterns 54. The individual integratedreinforcement structure 18, the integrated reinforcement structurepattern 54 may include one or a combination of any suitable letter,character, shape, or symbol. Examples of components of such structuresor patterns include, without limitation, the “C” shape, “D” shape, “H”shape, “I” shape, “J” shape, “L” shape, “M” shape, “N” shape, “O” shape,“S” shape, “T” shape, “U” shape, “V” shape, “W” shape, “X” shape, “Y”shape, “Z” shape, curves (e.g. sinusoidal curves), zig zags, “+” shape,or the like. Integrated reinforcement structure patterns 54 include aplurality of individual integrated reinforcement structures 18. As seenin FIGS. 3F and 3G, without limitation, the individual integratedreinforcement structure 18 may be a composite of multiple componentshapes. The patterns 54 may be random, as seen in FIGS. 3B and 3G, orrepetitious, as seen in FIGS. 3A or 3E. One or more different type ofintegrated reinforcement structures 18 of the type illustrated in FIG. 2may be employed to define each pattern 54 used in a seat back 12.

[0032] For all applications, it should be appreciated that if avertically oriented integrated reinforcement structure requires openingsto allow for air flow during molding, the location of the openings ispreferably staggered to help reduce or eliminate hinge points. Further,where a plurality of vertically oriented integrated reinforcementstructures is used in a pattern, the horizontal spacing (“x” in FIG. 3A)between each individual integrated reinforcement structure will varyfrom about 5 mm to about 100 mm and more preferably about 20 mm to about50 mm.

[0033] One or more horizontally oriented integrated reinforcementstructures might be incorporated in addition to or in lieu of verticalintegrated reinforcement structures to help improve cross-car directionstiffness in a seat back. When employed with vertically orientedintegrated reinforcement structures, the horizontally orientedintegrated reinforcement structures preferably are staggered betweenvertically oriented integrated reinforcement structures or otherwiselocated to help reduce the likelihood they will serve as a hinge point.(See, e.g., FIG. 3G). Horizontally oriented integrated reinforcementstructures may be added directly to existing vertically orientedintegrated reinforcement structures (see, e.g., FIG. 3G and FIG. 3H).The horizontally oriented integrated reinforcement structuresalternatively may be incorporated into an overall pattern so that theintegrated reinforcement structure is angled or is substantiallyperpendicular to the horizontal bending diagonal plane.

[0034] The design and location of each integrated reinforcementstructure 18 and pattern 54 fabricated in the seat back 12 may beoptimized for each individual application, taking into account some orall of the following criteria. For each application, the skilled artisanwill appreciate that the specific integrated reinforcement structureemployed is configured to help minimize the bending or hinge effectcaused by loads resulting from rapid deceleration or acceleration of avehicle in the presence of a passenger or cargo behind a seat (e.g.,that which experienced by a top mounted center shoulder belt, topmounted child seat anchors, and luggage intrusion). For instance, in onepreferred embodiment, the integrated reinforcement structure and patternselected generally is one that will position a portion of the integratedreinforcement structure having a higher bending moment in a positiongenerally perpendicular to the torsional bending diagonal plane.

[0035] The use of integrated reinforcement structures is furtherillustrated in the following discussion, by reference to two of the morecommonly expected locations for integrated reinforcement structures,specifically in the perimeter regions of a seat back and in the regionsproximate hardware, such as seat belts, seat belt anchors, hinges,latching components or the like.

[0036] For a number of applications, it is particularly attractive toincorporate an integrated reinforcement structure around at least aportion of the perimeter 56 of the seat back 12 to help increasehorizontal stiffness, vertical stiffness, or both in the perimeterregions of the seat back. With illustrative reference to FIG. 3A, formost applications it is contemplated that an outboard edge 58 of theintegrated reinforcement structure 18 is at or within about 50 mm (andmore preferably about 15 mm) or less of an edge defining the perimeter56 of the seat back 12. With further reference to FIG. 2, the width(“w”) of any integrated reinforcement structure used in the perimeterregions of a seat back preferably ranges up to about 30 mm, and morepreferably it is about 4 to about 20 mm. Particularly for integratedreinforcement structures of the type depicted as tack-off 40 of FIG. 2,such dimension helps to minimize bending in the recessed valley portion60.

[0037] It is also preferable to form an integrated reinforcementstructure in the vicinity of any latch strikers or latch members. Insome applications, such as where the seat is intended to carry the loadfor a center belt, or a child seat tether, it may be desirable tomodify, further reinforce or eliminate the top perimeter horizontallyoriented integrated reinforcement structure to reduce the potential forhinge effect stress concentrator in that vicinity. By reference to FIGS.4A and 4B (which show alternative hinge structures), in theseapplications and others, the bottom end 62 of a vertically orientedperimeter integrated reinforcement structure 64 will be positioned belowthe highest point 66 of a hinge assembly bracket 68 or otherreinforcement 70 securing the seat back to the vehicle. More preferably,the overlap (“O”) will range from about 25% to as high as about 100% ofthe vertical length (“L_(H)”) of any hinge or reinforcement. Further,the top end 72 of such vertical perimeter integrated reinforcementstructure will be spaced from (e.g., within about 10 to about 200 mm of)the top of the seat. Alternatively, a thicker part section thickness asavailable by the use of structures 50 or 52 of FIGS. 1 and 2, may beincorporated at the top or bottom of the seat back to help increasestiffness.

[0038] In instances where a center passenger shoulder belt system isemployed, or a top child seat tether is employed, optionally, designcriteria is employed to help reduce the forward, downward and torsionalor diagonal bending of the seat back that are caused by perimeter loadsat or adjacent the shoulder belt or tether attachments. Preferably theintegrated reinforcement structures will provide good vertical stiffness(as this is the plane that is anticipated to endure the more severebending forces), as well as good torsional stiffness (responsive to thediagonal offset loads a passenger imparts to a shoulder belt system). Insuch instances, it is preferable to alternate geometries of theintegrated reinforcement structures either in a random or predeterminedpattern, or to maintain the integrated reinforcement structure width upto about 40 mm, and more preferably up to about 30 mm (e.g., about 5 toabout 30 mm).

[0039] The employment of vertically oriented integrated reinforcementstructures is particularly preferred in the load path for center beltloads and upper child seat tethers to help avoid vertical bending.Preferably, for these applications, the integrated reinforcementstructure width (W) will vary up to about 50 mm and more preferably willbe about 4 to about 40 mm, and still more preferably will be about 15 toabout 25 mm. The vertically oriented integrated reinforcement structurelength (L_(R)) will vary between about 70 to about 95% of the verticalseat back height, and more preferably about 80 to about 90%.

[0040] It will be appreciated that the above design criteria arepreferred but are not intended as limiting. Depending upon theparticular applications, variations to the above may be made. Moreover,it should be appreciated that forming an integrated reinforcementstructure need not occur in every application, and the need for andmagnitude of such generally will be directly proportional relationshipto the size of the seat back. Thus, for example, a smaller folding seatmay not require a perimeter integrated reinforcement structure or it mayonly require it in limited areas.

[0041] Referring by way of illustration to FIGS. 1 and 4-7 (withoutlimitation as to the other configurations, such as ones excluding avertically oriented perimeter integrated reinforcement structure), forfolding seat backs, the hinge assembly 20 of the present invention isprovided in any suitable manner for assuring that the seat back remainsanchored to the vehicle body in white in the event of a sudden or rapidacceleration, deceleration, or a large force is applied.

[0042] Though it is possible that locally reinforced structures integralwith the seat back may be employed in one preferred embodiment, it iscontemplated that one or more hinge assemblies 20 are secured to theseat back 12 after fabrication of the seat back. The hinge assemblies 20preferably include relatively tough and high strength to weightmaterials (such as plain carbon or alloy steels, or a comparable metal,composite or other material), and are configured for facilitatingcontrolled deformation for transmitting loads.

[0043] The hinge assembly 20 thus includes a bracket portion 74 adaptedfor receiving or otherwise engaging the seat back 12, and a suitablepivot portion 76, that can be secured to a vehicle body or othermounting surface, hingedly anchoring the overall seat back assembly 10.In one preferred embodiment, the hinge assembly 20 (and any otheranchorage system) is connected to an anchoring substrate, preferably thevehicle body-in-white or an associated structure that has a breakingstrength equal to or greater than the breaking strength of the webbingof any seat belt assembly installed as original equipment at thatseating position. FIG. 1 illustrates one example of a manner forestablishing a pivot attachment, in which a cross bar 78 is mounted tothe vehicle body in white and carries the pivot portion and associatedbracket portion. In FIG. 14 it can be seen that another alternative isto employ no cross bar, instead having the bracket portion 80 adaptedfor mounting directly (or with an intermediate structure, such as seattrack, pedestal, lower lock/latch, or the like) to the vehicle body inwhite. In yet another alternative embodiment, as shown in FIG. 15, aframe 82 having a cutout portion 84 is connected to define a seat haloassembly that may be connected to the vehicle body-in-white.

[0044] The bracket portion 74 is adapted to receive the seat back in anesting or mating type relationship, with the bracket portion acting aseither or both of a male portion (e.g., if it is structured as a platereinforcement member 70, or another such insert member as in FIG. 4B) orfemale portion as generally shown in FIGS. 4A and 5-7. As illustrated inFIGS. 4-6, for the female portion bracket type includes a plurality ofadjoining walls for defining a well or a generally “U-shaped” channel(with or without at least one closed end) for receiving and holding theseat back 12. The average wall thickness of the bracket, assuming a highstrength metal such as steel, will range from about 1 to about 3 mm.

[0045] In one embodiment, the bracket portion is an elongate member,having a length of about 30 to about 300 mm, and a width of about 10 toabout 75 mm. (See e.g., FIGS. 5 and 6.) The well or wells can bedisposed anywhere along the length of the hinge assembly (e.g., at oneor both of its ends, or at an intermediate location). The walls may beconfigured in any suitable manner, with FIG. 5 illustrating two suchconfigurations. In FIG. 5, the walls include a first side wall portion86 and a second opposing side wall portion 88, both of which are aboutthe same length, and have an intermediate wall portion 90 bridging them.In FIG. 6, a first side wall portion 92 and a second side wall portion94 are joined with an intermediate portion 96. The first and second sideportions are arranged so that a distal end 98 of the second side portionextends beyond a distal end 100 of the first side portion 92. Theintermediate side portion 96 is such that it optionally includes asection terminating at an edge 102 that extends beyond the distal end100 of the first side portion 92 toward the distal end 98 of the secondside portion 94. The edge 102 may be any suitable configuration, e.g.,linear, curved, stepped or the like, as shown in the illustrations ofFIGS. 8A-8D. Further, though FIGS. 9A-9D illustrate a front to rearupward slope of the edge 102, the slope of the edge could be downward.

[0046] The hinge assembly is secured to the seat back 12 using anysuitable joining technique. It may be mechanically fastened (e.g., byscrews or shoulder bolts), adhesively fastened, a combination thereof,or otherwise. In a particularly preferred embodiment, as illustrated inFIG. 7A, a fastener 104 is secured through the first wall portion 14 andsecond wall portion 16 of the seat back and the hinge bracket 74. InFIG. 7C a fastener 104 is fastened to a stud that is formed in the hingebracket 74 or otherwise placed between the opposing side wall portions.

[0047] As shown in FIG. 7B, in another embodiment, one possible bracketincludes a side wall portion configured with a projection 106 forcooperating with an integrated reinforcing structure 18 and establishingan interference connection, thereby reinforcing the attachment inresponse to forward directed longitudinal forces (as illustrated in FIG.7D). For instance, the bracket may be crimped into a tack off, orpreformed to include a projection that penetrates the volume defined bythe tack off, or otherwise grips an integrated reinforcement structure.

[0048] Referring to FIGS. 9A-9F, the hinge assembly optionally may befurther reinforced by the placement of a supplemental reinforcing insert108 of suitable geometry (such as triangular, square, polygonal, roundedor otherwise) between or outside of the walls of the seat back,preferably in the vicinity of the bracket. Though it may be a steel (aswith a hinge bracket), the reinforcing insert 108 preferably is made ofa relatively tough and high strength to weight material, such astitanium, magnesium, aluminum, plastic, plastic composite, carbon fiberor the like. The supplemental reinforcement may be hollow or solid, andit may extend the entire span of the bracket or only a portion of it, oreven beyond the bracket. By way of example, for split seats, the typicalvertical length of one such reinforcement may range up to about 300 mm,with a cross car width of about 10 to about 75 mm and a fore/aft depthof about 12 to about 37 mm.

[0049] It should be appreciated that the use of supplementalreinforcements is not limited to the regions adjacent the hingeassembly, but may be anywhere within the assembly. In this regard, arelatively rigid member, such as a metal (e.g., steel), composite,unfoamed plastic, or foamed plastic (either prefoamed or foamed in situ)may be incorporated between walls of a seat back wherever localizedreinforcement is sought. Without limitation, examples of suitable foamsinclude polyurethanes, epoxies, styrenics, or the like. Softer foams mayalso be employed for noise and vibration absorption.

[0050] Generally, the hinge assembly 20 will result in a portion of theseat back 12 that is susceptible to function as a deformation site orstress concentrator in the event of a sudden or rapid acceleration ordeceleration of the vehicle. As seen in FIG. 1, such anticipateddeformation site is placed toward the wall that will be forward facingwhen assembled in the vehicle. For instance, it may be located along theleading edge of the seat back for inducing a compressive load in thatregion.

[0051] As will be appreciated, the brackets described above areparticularly advantageously used in foldable seat applications such asfound in rear seats of hatchback vehicles sedans or coupes. However,they may also be suitably employed in free standing seating assemblies,in which case they will be mounted to a pedestal or other structureassociated with a seat track.

[0052] As discussed elsewhere herein, and referring now also to FIGS. 1,10, and 11 the present systems may incorporate one or more retentionmechanisms 26 (e.g., latch assemblies) at any of a number of differentlocations on the seat assembly (e.g., along the seat sides, on the seatback, or along the top of the seat back), for affording releasable selflocking of the seat back to the vehicle relative to its hinge. It ispreferred that any such retention mechanism provide a sufficientcombination of high strength and good load distribution over thestructure to which it is attached and high strength. Preferably, theconfiguration is such that the seat is maintained in place by theretention mechanism in the event of a sudden or rapid acceleration,deceleration or other force, so that load on the seat back can betransferred as desired within the seat back.

[0053] Retention mechanism configurations may vary application toapplication. However, once engaged, for a forward-facing seat preferablysuch mechanism preferably will not release or fail when a forwardlongitudinal force (Newtonss), equal to the product of 9.8 and 20 timesthe mass of the hinged or folding portion of the seat (kilograms), isapplied approximately through the center of gravity of the latched seatportion. Moreover, once engaged, the mechanism preferably also will notrelease or fail when subjected to an acceleration of about 20 g., in thelongitudinal direction opposite to the seat folding direction.

[0054] One preferred retention mechanism is a latch assembly 110, asshown in FIG. 10, which includes a conventional latch 112 having aretractable pawl, and a corresponding striker 114. Though illustratedwith reference to a striker secured to the seat back, either the strikeror the latch may be secured to the seat back, with appropriateconfigurations to avoid having it pull through the seat back 12.

[0055] Illustrative alternative configurations are disclosed in FIGS.11A-F. In each instance-the striker 114 includes at least one mountingportion 116 for attaching to the seat back 12 (either adhesively, withsuitable fasteners, or otherwise) and a projecting striker bar 118(which projects through an aperature or slot in the seat back 12). Themounting portion 116 includes one or more flanges 120 for overlappingwith and engaging the seat back 12 or an integrated reinforcementstructure 18 associated with it (e.g. FIG. 11F). The overlap preferablyranges from about 3 mm (and more preferably about 10 mm to about 150mm). As shown in FIGS. 11C and 11D, in some embodiments a supplementalreinforcing plate 122 or like structure may also be employed.

[0056] All illustrated in FIGS. 11B and 11E, without limitation,shoulder bolts 124 or other like structures may optionally be employedas desired for securing the retention mechanism 26 to the seat back 12.

[0057] It may be desirable to further reduce the potential for theretention mechanism to create a hinge point, by locally reinforcing theseat back in or adjacent the region to which the latch member issecured. This can be done in any suitable manner, for instance, by theincorporation of one or more integrated reinforcement structures in thatregion or by incorporation of an additional or supplemental metal,plastic or composite reinforcement member within the seat back, aboutthe entirety or at least a portion of the perimeter of the seat back.For instance, FIG. 12 illustrates an L-shaped supplemental cornerreinforcement 126, which is a relatively rigid member located betweenthe opposing walls of the seat back. The supplemental reinforcement 126can also be reoriented orthogonally about the z-axis relative to theposition shown in FIG. 12. Of course, in such regions, integratedreinforcement structures may be employed as desired to achieve suchreinforcement. Typically, if the striker bar 118 is located below about20% of the height of the seat back, measured from the top of the seatback, then the supplemental reinforcement member is incorporated andpositioned generally in the anticipated load path between a seat beltmounting point (if any) and the striker bar 118.

[0058] It will be appreciated that the use of a supplementalreinforcement member is not limited to the vicinity of the latch. One ormore supplemental reinforcement members may be used elsewhere in theseat back. For instance, a hybrid seat back having a rigid supplementalreinforcement member may be placed between or outside of the seat backwalls generally about the perimeter of the seat back.

[0059] With reference to FIG. 13 there is shown a typical split foldingseat back assembly. The location of the retention mechanisms may beanywhere proximate the top or sides of the seat backs. Illustrated arealternative first, second and third respective locations 26Aillustrating along a seat back side; 26B illustrating in one of the seatback corners; and 26C illustrating along the top of the seat back.

[0060] Referring to FIG. 14, a seatback configuration is illustratedwith a pivotal mounting member. This configuration illustrates aseatback 12 with an extending pivot member 128. The extending pivotmember 128 is configured such that the seatback 12 may be pivotallymounted to a bracket portion 80 thus negating the need for a cross bar78.

[0061] As will be appreciated, proper material selection will permitefficient design and molding of optimal wall thicknesses, part sectionthicknesses or both, for achieving the desired performance withoutsubstantially increasing vehicle weight or intruding into interior spaceavailability. By way of example, it is desired for many applicationsthat the maximum wall stock thickness will range up to about 6 mm orhigher, more preferably it will range from about 1.5 mm to about 4.0 mm,and still more preferably, it will range from about 2.5 mm to about 3.5mm. Likewise, the maximum section thickness will range up to about 60mm, more preferably it will range from about 20 mm to about 40 mm, andstill more preferably it will range from about 25 to about 35 mm.

[0062] The materials selected for forming the walls of the seat backs ofthe present invention preferably exhibit an elastic modulus ranging fromabout 500 MPa to about 6000 MPa, and more preferably about 1300 to about1500 MPa, and still more preferably about 1700 to about 2500 MPA. Inapplications when the seat back is also to be used as a load bearingfloor, it is preferable to select a material toward the higher end ofthe ranges.

[0063] The preferred flexural modulus will be at least about 600 MPa,more preferably it will range from about 200 to about 500 ksi (1300 toabout 3500 MPa), and still more preferably about 250 to about 350 ksi(1700 to about 2500 MPa).

[0064] The preferred yield strength of the material ranges from about 20to about 200 MPa. More preferably it will range from about 25 to about70 MPa and still more preferably about 35 to about 55 MPa. Moreover, theductility (as measured by percent elongation) of the material preferablyranges from about 20% to about 150%, and more preferably it is at leastabout 30% and still more preferably, it is at least about 100%.

[0065] The material also will preferably exhibit attractive processingcharacteristics, such as a melt flow rate (230° C./3.8 kg-1; accordingto ASTM D1238) of about 0.300 to about 5.0 g/10 min to about 0.900 toabout 3 g/10 min; a softening point (according to ASTM D1525) of lessthan about 180° C., and more preferably about 90° C. to about 150° C.;linear-flow mold shrink (according to ASTM D 955) of about 0.076 mm/mm(0.003 in/in) about 0.203 mm/mm (0.008 in/in) and more preferably about0.152 mm/mm (0.006 in/in) to about 0.178 mm/mm (0.007 in/in); or acombination of these properties.

[0066] Accordingly, in one preferred embodiment, the seat back of thepresent invention preferably is made from a plastic material, and morepreferably a thermoplastic material. In a particularly preferredembodiment, the seat back is made from a high strength thermoplasticresin selected from styrenics, polyamides, polyolefins, polycarbonates,polyesters or mixtures thereof. Still more preferably they are selectedfrom the group consisting of acrylonitrile butadiene styrene,polycarbonate/acrylonitrile/butadiene styrene, polycarbonate,polyphenylene oxide/polystyrene, polybutylene terephthalate,polybutylene terephthalate/polycarbonate, polyamide (e.g., nylon),polyesters, polypropylene, polyethylene, and mixtures thereof.

[0067] Examples of preferred commercially available materials includePULSE® 2200 BG and MAGNUM® 1150 EM, both available from The Dow ChemicalCompany.

[0068] The skilled artisan will recognize that the above teachings maybe modified in any of a number of ways yet still stay within the scopeof the present invention. Among the many different options are thefollowing.

[0069] While the technology of the present invention has beenillustrated in connection with a blow molding fabrication process, it isnot intended to be limited to such process. Like results may beattainable using the teachings of the present invention in combinationwith other fabrication techniques, including but not limited toinjection molding, lost core processing, rotoforming, compressionmolding (with or without decorative or structural inserts),thermoforming, or the like. Preferably, when blow molding, theprocessing temperature will range.

[0070] As will be appreciated from the above, preferred seating systemsthat are optimized in accordance with the criteria outlined herein, andusing the referenced materials, consistently should pass United Statesand European government test standards for motor vehicles (e.g., asaddressed in FMVSS 207, FMVSS 210, FMVSS 225 (49 CFR 571.207,.210, .225)or ECE 17; all such standards being expressly incorporated by referenceherein) as well as the requirements of automobile original equipmentmanufacturers and their suppliers.

[0071] In one embodiment, the seating system (1) is capable ofwithstanding without rupture at least about 11000 Newtons in thedirection in which the seat faces in a plane, parallel to thelongitudinal centerline of the vehicle; (2) exhibits, upon rapidacceleration up to at least about 20 g, substantially no fragmentationof the seat back with at least a 30 kg mass placed behind the seat back;or (3) both (1) and (2).

[0072] More preferably, the seating system (1) is capable ofwithstanding without rupture at least about 13000 Newtons in thedirection in which the seat faces in a plane, parallel to thelongitudinal centerline of the vehicle; (2) exhibits, upon rapidacceleration of about 20 to about 30 g, substantially no fragmentationof the seat back with at least a 36 kg mass placed behind the seat back;or (3) both (1) and (2).

[0073] Though not intended to be limited thereby, in one embodiment, theseats, the anchorages, attachment hardware, and attachment bolts for thesystems of the present invention are capable of withstanding withoutcomplete rupture at least a 3000 pound force and more preferably a 5,000pound force. In one particularly preferred embodiment, the system iscapable of withstanding a force of at least about 13,000 N to about22,000 N generally in the direction in which the seat faces (to a pelvicbody block)in a plane parallel to the longitudinal centerline of thevehicle, with an initial force application angle of not less than about5 degrees or more than about 15 degrees above the horizontal. Still morepreferably, the system withstands such force even when applied at anonset rate of not more than about 133,000 N per second to about 222,000N per second, whereby the force is attained in not more than about 30seconds and is maintained for about 10 seconds.

[0074] In yet another embodiment, each seat assembly is capable ofwithstanding

[0075] (a) in any position to which the seat can be adjusted, a force(Newtons) of 20 times the mass of the seat in kilograms multiplied by9.8 applied in a forward or rearward longitudinal direction; or

[0076] (b) in its rearmost position, a force that produces a 373 Newtonmeters moment about the seating reference point for each designatedseating position that the seat provides (as applied to an uppercross-member of the seat back or the upper seat back, in a rearwardlongitudinal direction for forward-facing seats).

[0077] In yet another highly preferred embodiment, the seatback of thepresent invention is incorporated into a seat assembly, and two 18 kgmasses (e.g., cubes with an edge length of about 300 mm) are placedabout 200 mm from the seat back. Upon rapid acceleration to at leastabout 20 to about 30 g, the seatback maintains the cargo disposed behindthe seat back, with no visible fragmenting of the seat back or formationof sharp edges or corners.

[0078] Advantageously, in one additional preferred embodiment, the seatbacks made in accordance with the present invention are capable ofexhibiting a set less than 6 mm after soaking for about 4 hours at about82° C. with an applied load of about 244 kg/m² and a momentary load ofabout 615 kg/m².

[0079] The stiffness, impact strength, and crack resistance of this seatback also will greater than conventionally fabricated current blowmolded polyethylene, filled polyethylene, polypropylene, or filledpolypropylene seat backs.

[0080] The present invention contemplates techniques and methods for theoptimization of one or more of material selection, wall thickness,section thickness, hinge design, and latch design, for realizing thedesired stiffness and strength to meet traditionally demanding loadrequirements in automotive vehicles occasioned of center mountedshoulder belt loads, child seat anchor loads, or cargo intrusion. Theskilled artisan will recognize, however, that from application toapplication, design requirements will vary, and therefore a reasonableamount of experimentation may be needed to adapt the various teachingsto the unique intended environment. By way of example, part size, seatbelt location, hinge points, latch locations, and split ratio may affectfinal design. It is believed that the use of conventional computer aidedengineering (CAE) techniques in combination with the present teachingswill yield satisfactory results, which can be improved as desired withconventional techniques for localized steel reinforcement (e.g., in highstress areas, such as hinge points, latch areas, seat belt mountingareas, and armrest support areas).

[0081] Thus, the present invention finds useful application inconnection with any of a number of different types of seating systems,including but not limited to, adjustable seats, fixed position seats,foldable seats, seats pivotal about an axis, including but not limitedto hinged seats. The seats may be vehicle rear seats, vehicle frontseats, jump seats or the like. Moveable seats may be held in place bylatches disposed in the central portion of the seating configuration(e.g., at the top), along the seat sides (anywhere from the top to thebottom), or elsewhere. Fixed seats may include no latch assembly nor anyassembly. The seating system may include one or more rear seats thatfold downward to a larger storage area, and which may require the seatback to act as load floor. The seat may be a split design (e.g., about50/50, 60/40, 70/30 or the like), or the seats may constitute a onepiece design. In one embodiment, the seat back is latched to either astructural package shelf (top latches) or to the body in white (sideoutboard latches), and seat belt anchors or seat belt guidance system(as may be needed for a center mounted belt) for the two outboard seatsis not attached on the seat. (See FIG. 1).

[0082] A sliding lock pin might be incorporated between two foldingseats. The sliding pin can be unlocked to fold down one portion of theseat and self locking when the seat backs are both upright. Localizedreinforcement (e.g., steel reinforcement or plastic foam) for aspreading loads may be incorporated into potential stress concentrationlocations, such as hinge points, latch areas, seat belt anchoragelocations, child seat tether anchor locations, head rest attachments,armrest support areas, or the like.

[0083] In another embodiment, seat belt anchors or a seat belt guidancesystem for the center seat belt and/or child tether anchors are attachedto the seat. Preferably, the top center seat belt mounting location istowards the middle of the seat back to help minimize the extent ofcantilever, thereby helping to minimizing bending in response to aforce.

[0084] Though it finds application in a variety of other environments(e.g., rail transportation seating, air transportation seating,amusement park rides, auditorium or stadium applications, or elsewhere),the present invention is particularly suitable for application inautomotive vehicles of a number of different types, including but notlimited to passenger cars (including sedans, coupes, station wagons,convertibles, or the like), multipurpose passenger vehicles (includingsport utility vehicles, sport activity vehicles, minivans, or the like),trucks, and buses.

[0085] Systems of the present invention are not limited to seat backs,but may also include one or more additional components for a vehicleinterior system, particularly a seating system, such as seat belts, andseat belt anchorage components for transferring seat belt loads to thevehicle structure, including, but not limited to, the attachmenthardware, seat frames, seat pedestals, the vehicle structure itself, andother parts of the vehicle that help to prevent of the belt from thevehicle structure. The systems may optionally include supplementalinflatable restraint systems, such as air bags. Other seating systemcomponents that are contemplated as within the systems of the presentinvention include, without limitation, seat adjusters (power actuatedand manual), lumbar supports, child seats, child seat tether anchors,synthetic upholstery, natural upholstery (such as leather), seatwarmers, seat coolers, headrests, integrated stereo components, armrests, leg rests, cup holders, or the like. While in a preferredembodiment the seat belt incorporated into the system is a shoulderbelt, and more preferably a three point harness, other seat belt typesmay also be used, such as lap belts only, lap belts with a separate ordetachable torso belt.

[0086] As will be appreciated, the present invention also affordsconsiderable design and manufacture flexibility, including but notlimited to the ability to vary the configurations and contours of therespective opposing walls of a seat back. For instance, a first wallcould be moldably configured to provide a suitable lumbar support. Anopposing wall (i.e., the rearward facing wall when the seat back is inits upright position) could be configured to provide a relatively flatsurface for carrying loads. Optionally, the opposing wall could beconfigured with suitable component housings or cargo carrying implementssuch as troughs, tie down members, tonneau cover brackets, seat beltretractor housings, or the like.

EXAMPLE 1

[0087] Two seat back assemblies are fabricated for a sedan vehicle, suchas the seat back assembly as shown generally in FIG. 15 havingindividual integrated reinforcement structures 18 defining an integratedreinforcement structure pattern 54 and an upper edge latch (not shown).One is fabricated using blow molded PULSE® 2200 BG resin (from The DowChemical Company). The other one is fabricated using blow molded MAGNUM®1150 EM resin (from The Dow Chemical Company). A halo frame 82 carriesthe seat backs, which are hingedly connected along their bottom edge 130and latched along the top edge 132. As with Examples 2-4, the seat backincludes two child seat tether anchors 134, although other applicationsmay include no anchor, a single anchor or more than one anchor, upper orlower. The final seat back has an average wall thickness in the seatback of about 3 mm, and an average section thickness of about 25 mm.Both assemblies pass United States and European government teststandards for motor vehicles as addressed in FMVSS 207 (49 CFR 571.207),FMVSS 225 (49 CFR 571.225) and ECE 17, as well as the requirements ofautomobile original equipment manufacturers and their suppliers.

EXAMPLE 2

[0088] Two seat back assemblies are fabricated for a vehicle with a rearhatch, such as seat back assembly as shown generally in FIG. 1. One isfabricated using blow molded PULSE® 2200 BG resin (from The Dow ChemicalCompany). The other one is fabricated using blow molded MAGNUM® 1150 EMresin (from The Dow Chemical Company). The final assembly has an averagewall thickness in the seat back of about 3 mm, and an average sectionthickness of about 30 mm. Both assemblies pass United States andEuropean government test standards for motor vehicles as addressed inFMVSS 207 (49 CFR 571.207), FMVSS 225 (49 CFR 571.225) and ECE 17, aswell as the requirements of automobile original equipment manufacturersand their suppliers.

EXAMPLE 3

[0089] Two seat back assemblies are fabricated for a vehicle to be afree-standing seat assembly, such as assembly as shown generally in FIG.16 having individual integrated reinforcement structures 18 defining anintegrated reinforcement structure pattern 54. The seat backs aresecured to the vehicle body in white with a conventional lowerlock/latch 136 connected to a bracket 138. One is fabricated using blowmolded PULSE® 2200 BG resin (from The Dow Chemical Company). The otherone is fabricated using blow molded MAGNUM® 1150 EM resin (from The DowChemical Company). The final assembly has an average wall thickness inthe seat back of about 3 mm, and an average section thickness of about30 mm. Both assemblies pass United States and European government teststandards for motor vehicles as addressed in FMVSS 207 (49 CFR 571.207),FMVSS 225 (49 CFR 571.225) and ECE 17, as well as the requirements ofautomobile original equipment manufacturers and their suppliers.

EXAMPLE 4

[0090] Two seat back assemblies are fabricated for a vehicle to have acenter shoulder belt such as seat back assembly as shown generally inFIG. 17 having individual integrated reinforcement structures 18defining an integrated reinforcement structure pattern 54 and a latch(not shown). One is fabricated, using blow molded PULSE® 2200 BG resin(from The Dow Chemical Company). The other one is fabricated using blowmolded MAGNUM® 1150 EM resin (from The Dow Chemical Company). The seatback includes a housing 140 on one of its walls (illustrated optionallyon the rear wall), for a seat belt retractor 142. The final assembly hasan average wall thickness in the seat back of about 3 mm, and an averagesection thickness of about 30 mm. Both assemblies pass United States andEuropean government test standards for motor vehicles as addressed inFMVSS 207 (49 CFR 571.207), FMVSS 210 (49 CFR 571.210), FMVSS 225 (49CFR 571.225) and ECE 17, as well as the requirements of automobileoriginal equipment manufacturers and their suppliers.

[0091] The foregoing discussion discloses and describes merely exemplaryembodiments of the present invention. One skilled in the art willreadily recognize from such discussion and from the accompanyingdrawings and claims, that various changes, modifications and variationscan be made therein without departing from the spirit and scope of theinvention as defined in the following claims.

What is claimed is:
 1. A seating assembly for an automotive vehicle,comprising: a seat back formed from a molded plastic having a forwardwall portion and a rearward wall portion, and a plurality of individualintegrated reinforcement structures for defining an integratedreinforcement structure pattern; and an attachment assembly foranchoring said seat back to at least one body in white portion of saidautomotive vehicle; wherein said seating assembly is capable of (1)withstanding without rupture at least about 13000 Newtons in thedirection in which the seat faces in a plane, parallel to thelongitudinal centerline of the vehicle; and (2) upon rapid accelerationup to about 20 to about 30 g, exhibiting substantially no fragmentationof the seat back with at least a 36 kg mass placed behind the seat back.2. A seating assembly for an automotive vehicle, comprising: a blowmolded plastic seat back having a forward wall portion and a rearwardwall portion, and a plurality of individual integrated reinforcementstructures for defining an integrated reinforcement structure pattern; ahinge assembly having a bracket portion including a first side wallportion, an opposing second side wall portion and an intermediate wall,said walls adjoined to one another defining a channel for receiving saidseat back and a pivot member for hingedly anchoring said seat backdirectly to a first body in white portion of said automotive vehicle;and a latch secured to a second body in white portion of an automotivevehicle; and a striker having a projecting striker bar attached to amounting portion in overlapping engagement with said rearward wallportion of said seat back for interferingly engaging said latch tomaintain said seat back in a generally upright position wherein saidseating assembly is capable of exhibiting at least one response selectedfrom (1) withstanding without rupture at least about 13000 Newtons inthe direction in which the seat faces in a plane, parallel to thelongitudinal centerline of the vehicle; (2) upon rapid acceleration upto at least about 20 to about 30 g, substantially no fragmentation ofthe seat back with at least a 36 kg mass placed behind the seat back; or(3) a combination of both responses (1) and (2).
 3. A seating assemblyfor an automotive vehicle, comprising: a seat back formed from a blowmolded plastic selected from polystyrenics, polyamides, polyolefins,polycarbonates or mixtures thereof having a forward wall portion and arearward wall portion, a plurality of individual integratedreinforcement structures for defining an integrated reinforcementstructure pattern; and an attachment assembly having a bracket portionincluding a first side wall portion, an opposing second side wallportion and an intermediate wall, said walls adjoined to one anotherdefining a channel for receiving said seat back anchoring said seat backto a first body in white portion of said automotive vehicle; whereinsaid seating assembly is capable of exhibiting at least one responseselected from (1) withstanding without rupture at least about 11000Newtons in the direction in which the seat faces in a plane, parallel tothe longitudinal centerline of the vehicle; (2) upon rapid accelerationup to at least about 20 g, substantially no fragmentation of the seatback with at least a 30 kg mass placed behind the seat back; or (3) acombination of both responses (1) and (2).
 4. A foldable automotivevehicle seating system, comprising: a blow molded thermoplastic seatback including a first wall portion and an opposing second wall portionand one or more integrated reinforcement structures disposedtherebetween; a hinge assembly for pivotally anchoring said seat back toan automotive vehicle, including a receiving portion for securing saidseat back to said hinge assembly, and a mounting portion for securingsaid hinge assembly to said vehicle; and a self locking releasableretention mechanism for maintaining said seat back in a generallyupright position, wherein said seating system is capable of withstandingwithout rupture at least about 13000 Newtons in a direction in whichsaid seat faces in a plane, parallel to the longitudinal centerline ofsaid vehicle, and exhibits, upon rapid acceleration up to about 20 toabout 30 g, no fragmentation of said seat back with at least a 36 kgmass placed behind said seat back.
 5. The seating assembly of claim 1,wherein a plurality of said individual integrated reinforcementstructures includes a tack-off having a plurality of walls.
 6. Theseating assembly of claim 1, wherein a plurality of said individualintegrated reinforcement structures includes at least one wall rib. 7.The seating assembly of claim 1, wherein said individual integratedreinforcement structures includes at least one enlarged rib.
 8. Theseating assembly of claim 1, wherein at least one of said individualintegrated reinforcement structures includes a first portion having anenlarged wall thickness relative to a second adjoining portion.
 9. Theseating assembly of claim 1, wherein a plurality of said integratedreinforcement structures are generally vertically oriented.
 10. Theseating assembly of claim 1, wherein said individual integratedreinforcement structure is selected from letters, characters, shapes,symbols or a combination thereof.
 11. The seating assembly of claim 1,further comprising a supplemental reinforcing insert configured forplacement between said forward wall portion and said rearward wallportion of said blow molded plastic seat back.
 12. The seating assemblyof claim 1, wherein said seat back assembly includes a vehicle rearcenter seat back assembly and is further adapted for carrying a shoulderbelt restraint.
 13. The seating assembly of claim 1, wherein said seatback assembly is adapted for a vehicle free standing seat.
 14. Theseating assembly of claim 1, wherein said seat back assembly is adaptedfor a rear seat of an automotive vehicle having a hatchback.
 15. Theseating assembly of claim 1, wherein said seat back assembly is furtheradapted for carrying a child seat tether.
 16. The seating assembly ofclaim 1, wherein said seat back is mounted directly to said vehicle bodyin white portion with a hinge assembly.
 17. The seating assembly ofclaim 2, wherein said intermediate wall portion of said bracket includesa section terminating at an edge that extends beyond a first distal endof said first side wall portion and toward a second distal end of saidsecond side wall portion.
 18. The seating assembly of claim 2, whereinmounting portion of said striker includes at least one flange foroverlapping and engaging said blow molded plastic seat back.
 19. Theseating assembly of claim 2, wherein said striker is disposed along atop edge portion of said blow molded seat back.
 20. The seating assemblyof claim 2, wherein said striker is disposed along a side edge portionof said blow molded seat back.
 21. The seating assembly of claim 2,wherein said striker is disposed in an upper corner of said blow moldedseat back.
 22. The system of claim 4, wherein said thermoplasticincludes a polycarbonate material, a styrenic material, or a mixturethereof.
 23. The system of claim 4, wherein said thermoplastic includesa polyester.
 24. The system of claim 4, wherein said thermoplasticincludes a polyamide.
 25. The system of claim 4, wherein saidthermoplastic includes a polyolefin.
 26. The system according to claim 4further comprising a reinforcement inserted in a space between saidfirst wall portion and said second wall portion.
 27. The systemaccording to claim 4 wherein at least one integrated reinforcementstructures is a single rib member that extends between said first wallportion and said second wall portion.
 28. The system according to claim4 wherein at least one of said integrated reinforcement structuresincludes a plurality of spaced ribs.
 29. The system of claim 4, whereinsaid seat back is fabricated in a single blow molding operation.
 30. Thesystem of claim 4, wherein said first and second wall portions of saidseat back are fabricated separately and joined thereafter.
 31. Thesystem of claim 4, further comprising a shoulder belt mounted to saidseat back.
 32. The system of claim 4, wherein said retention mechanismis located along a side of said seat back, the top of said seat back ora combination thereof.